Governing gear of engines and other machines



'Aug- 11, 1942. F. J. TIPPEN 2,292,805

GOVERNING GEAR 0F ENGINES AND OTHER MACHINES Filed April 29, 1940 5 sheds-sheet 1 n lo \a '7s 3o e 2| ZE,v 74 I' zo Sz E@ Z 7 le ss 50 sa 5, 453

A WOK/VB6 Aug. l1, 1942. F. J. TIPPEN 2,292,805

GOVERNING GEAR OF ENGINES AND OTHER MACHINES Filed April 29, 1940 3 Sheets-Sheet 2 Aug. l1, 1942. F. J. TIPPEN 2,292,805

GOVERNING GEAR OF ENGINES AND OTHER MACHINES Patented Aug. 11, 1942 GOVERNING GEAR F ENGINES AND OTHER MACHINES Frank John Tippen, Coventry, England Application Api-1129, 1940, serial No. 332,263 In Great Britain May 26, 1939 9 Claims.

It is well known that, when a centrifugal governor is positively connected to the regulating means of an engine or machine, the speed of the latter will only remain constant so long as the load thereon is unchanged, any alteration of such load resulting in the engine or machine running at a new constant speed which is slightly different from the originalspeed.

The present invention relates tok governing gear of the type which includes correcting mechanism adapted to eliminate or modify the aforesaid speed variation, such mechanism operating in response to any movement of the governor consequent upon a change in its rotational speed and being arranged to displace the fulcrum of a floating rocking lever through the medium of which said governor actuates the regulating means of the engine or machine.

In one previously,1 proposed construction of the above type, the speed correcting mechanism cornprises a hydraulicl motor under the control of a pilot valve which is operated by the governor, the piston rod of the hydraulic motor moving the fulcrum of the rocking lever when the pilot valve is displaced from its normal position and continuing its overriding adjustment oi the governing gear until the speed of the governor has been so modied as to restore the pilot valve to the normal position.

The present invention has for its chief object to provide an improved governing gear of the type aforesaid.

Referring to the drawings.

Figure l is a part-sectional side elevation of the governing gear illustrated in a diagrammatic manner,

Figure 2 is a section on the line 2-2 of Figure 3.

- Figure 3`is an end elevation of the practical embodiment of the invention shown in Figure 2, and

Figure 4 is a section on the line 4-4 of Figure 3.

Figure 5 is a diagrammatic side elevation of a further modification.

f In applying the invention to the governing gear of a compression ignition engine, the rotational speed of theengine may be regulated in known manner by varying the quantity of fuel delivered by the fuel pump at each working stroke of its plunger or plungers.

This is effected, in the case of one well known construction of pump, by longitudinal movement of a rack bar which rotates the, or each, plunger of thepump in its cylinder, the plunger being formed with a suitably shaped recess whereby the contents of the cylinder are allowed to escape at a point on the delivery stroke which varies in accordance with the angular position of the plunger.

The fuel pump (not shown in the drawings) may be coupled to a horizontal shaft I which runs alongside the engine and is driven by chain or other gearing from the cam shaft thereof.

The governor 2 is mounted on the shaft I and may be of any construction which will give a sufficiently sensitive operation. v

Preferably the governor 2 comprises a cup member 3 with a central hub 4 which is slidabiy keyed at 5 to the shaft, this cup member 3 cooperating with a plurality of balls 6, each of which is free to move longitudinally of a radial groove I in a carrier member 8 iixed to the shait The bases of these radial grooves 1 are preferably at and lie in a common plane perpendicular to the shaft axis, each ball 6 being of such a diameter that, when in its radially innermost position, it engages simultaneously with the interior of the cup member' 3 and the base of its own particular groove l.

When the shaft i rotates, the outward movement of the balls 6 due to centrifugal force causes axial displacement of the cup member 3. which latter may have its inner surface formed (as in Figure 1) to such a curvature that,. for equal increments of speed, the forces acting on the member 3 in a direction parallel to-the shaft I increase at a constant rate.

This enables the necessary loading of the governor to be provided by a coiled compression spring 9 disposed coaxial with the shaft I and acting on the back of the cup member 3.

Mounted adjacent the governor 2 is a speed correcting unit, indicated generally at I0, which includes a cylinder I I containing a piston I2 and illustrated for convenience as having its axis parallel to that of the shaft I.

Movement of the piston i2 in either direction is controlled by admitting pressure fluid from any suitable source (for example, oil from the engine lubrication system) to the appropriate end of the cylinder II, under the control of a pilot valve I3 working in a valve chest I4 which is also incorporated in the unit I0. The cylinder II and valve chest I4 are each closed at both ends The valve I3 is directly connected in any suitable manner'to the governor cup member 3, so that an axial movement of the latter on the shaft I causes an equal movement of the valve I3 in the valve chest I4.

In the schematic arrangement shown in Figure l, the valve I3 has associated therewith a coaxial rod or stem I which passes through one end of the valve chest I4 and is provided with a pin I3 engaging a circumferential groove I1 in the hub of the cup member 3. Alternatively, the end of the valve rod i5 may have a pin-and-slot connection toa fork which is pivotally mounted and provided with trunnions engaging the groove I1.

The valve I3 is also connected directly to one arm of a rocking lever I8 whose other arm acts (for example, through the rod I3) on the fuel pump control member or its equivalent. In the case oi' a petrol engine, the rod I3 would, of course. be connected to the carburetter throttle.

The rocking lever I8 is fulcrummed at 20 on a piston rod 2l associated with the piston I2 and extending through the adJacent end of the cylinder, the arms of the lever il being pivoted at 22, 23 to the control rod I9 and valve rod I5, respectively.

The valve chest I4 is provided with supply and discharge ports 24, 25 for the pressure fluid, and when the engine oil is made use of, these ports may be connected by pipes to the pressure lubrication system.

At positions spaced longitudinally thereof. the valve chest I4 is also provided with inlet ports 26, 21, which place it in communication with opposite ends of the cylinder II.

'I'he valve I3 may engage the interior of the valve chest I4 directly, but, as accurate location of the ports is essential to the effective operation of the unit I0, it is preferred to insert in the valve chest a liner sleeve 28 of somewhat shorter length, such sleeve being formed at the appropriate positions with ports 2S, 30 adapted, respectively, to place the interior of the valve chest in communication with the two spaced inlet ports 26, 21, to the cylinder II. Instead of providing a single port 29, 30 in each case, there may be a plurality of ports (or pairs of ports) spaced anthat the rocking lever I3 swings clockwise about its fulcrum 20.

It will be obvious that. if this fulcrum 20 were to remain stationary, the rod I3 would be displaced towards the right by an amount exactly proportionate to the governor movement. but with the arrangement under consideration the action of the governor 2 on the rod I9 is modied by the speed correcting unit III in a manner hereinafter described.

The movement of the valve I3 to the lett causes the left-hand 3I thereof to place the supply port or ports 34 in communication, by way of the annular space 33 aforesaid, with the sleeve port or ports 29 and associated inlet port 2i, which latter opens into the end of the cylinder I I remote from the rocking lever I3.

Admission of oil to the cylinder I I in this manner displaces the piston I2 towards the right, oil trapped in that end of the cylinder being exhausted through the second inlet port 21.

The movement of the valve I3 to the left has caused the right-hand head 32 thereof to uncover the sleeve port or ports 30so that the oil exhausted from the cylinder II can escape into the right-hand end of the valve chest I4 in which is placed the discharge port 25, this latter being clear of the end of the sleeve 23.

The piston movement aforesaid influences the primary system (comprising the governor 2 and the rocking lever Il) by swinging the latter in a clockwise direction about its pivotal connection 23 to the valve rod I5, the movement of the piston I2 not being an exact reproduction of the valve movement, but continuing until the fuel pump delivery has been suiiiciently increased to compensate exactly for the greater load on the engine.

The direct connection of the rods I5, Il through the rocking lever Il causes any movement of the governor cup member 3 to be positively and instantly transmitted to the regulati ing means or member of the engine, the subsegularly around the sleeve 2l. The ports 29, 33 ,1

aforesaid may be formed in the sleeve 28 without diiliculty in their exact designed positions.

In the schematic arrangement shown in Figure 1, the valve I3 is of the equilibrium type, with two spaced heads 3i, 32 which engage the interior of the sleeve 28 and a central portion of smaller diameter, there being provided around their central portion of the valve an annular space 33 which communicates at all positions of the valve with the supply port 24 by way of a port (or ring of ports) 34 in the sleeve 28.

The valve rod or stem I5 is( also o'f smaller diameter than the heads 3I,f32, the spacing and axial lengths of the latter being such that, in the normal or mid-position of the valve I3, they just cover the inlet ports 26, 21 to the cylinder II; that is to say, the valve has no lap.

The action of the speed correcting unit I0 is as follows:

Assuming that the load on the engine has been increased, causing its rotational speed to fall, the inward movement of the governor balls 6 will allow an axial displacement of the cup member 3 under the action o! the spring 9 and this, being transmitted through the rod I5 or other mechanical connection to the valve I3, will move the latter longitudinally of the valve chest I4 (i. e. towards the left-hand side of the drawing) so quent displacement of the iulcrum 20 by the .piston I2 constituting an overriding adjustment which takes place relatively slowly as the valve I3 admits oil to the cylinder I I.

When the speed correcting unit I0 comes into .operation the resultant displacement of the rod I9 is magnied due to the fact that the fulcrum 23 of the lever I8 is moving in the opposite direction to the pivotal connection 23 between the latter and the valve rod I5, the i'uel supply to the engine being thus increased to an extent sufflcient to restore the engine to its original speed instead of to a slightly lower speed. By the time such speed has been attained, the movement of the valve rod I5 to the left under the action of the governor 2 has restored the valve I3 to its original normal position so that the supply of oil to the piston I2 is cut oi.

In the event of the load being decreased, so that the engine accelerates, the outward movement of the governor balls I displaces the cup member 3 towards the right, so as to compress the spring 9, and the valve I 3 has a corresponding movement imparted thereto.

This causes the right-hand piston portion 32 of the latter to uncover the sleeve port or ports 30, so that oil can pass through the latter from the annular space 33 to the inlet port 21 associated with the right-hand end of the cylinder II.

The oil admitted as aforesaid displaces the piston I2 towards the lett-hand end of the cylinder II, which latter exhausts by way of the inlet port 28 and sleeve port or ports 28 to the adjacent end of the valve chest I4. Thence the displaced oil is directed in any suitable manner to the discharge port 25,' which it may reach by flowing through an axial `bore 35 in the valve I3 and its rod I5, and out into the valve chest I4 through a transverse hole or exhaust port 38 in the rod I5.

The above-mentioned movement of the piston I2 tothe left actuates the regulating member of Y the fuel pump in a manner toreduce the delivery from the latter and is continued until the engine speed has been brought down to its Voriginal value, by-which time the movement of the valve I3 to the left has terminated the oil supply to the cylinder II.

The practical embodiment` of the invention il- The-governor 2 closely resembles the corre-V` spending component already described, but in' this case that part of the internal surface of the cup member 3 on which the balls 8 act is of conical iform instead of being transversely curved.

--This facilitates manufacture ofthe cup member 3 and has proved entirely satisfactory in con# nection with governors designed to operate approximately at one particular speed, although of course, in a case where the purpose of the engine necessitates periodical variation of the governed speed over a fairly wide range, the internally curved form of cup member above mentioned is desirable. 1

A pair of spaced eccentrics 8T, 88 arev mounted for rotation about a common axis disposed i at right angles to and above the governor shaft I, these eccentrics being journalled in circular openings 39 in the side walls of a casing 48 and being retained in phase with one another by an integral connecting web 4I, so that they may be regarded as parts of a single eccentric.

A spindle 42 on which the. eccentrics a1, sa i are freely rotatable extends parallel to the common axis thereof. and intermediate the two eccentrics the-'spindle 42 has ilxed upon itfa fork 43 whose limbs 44 are apertured to receive a pin- 45' extending parallel to the spindle 42.

Endwise `location of the spindle 42 is eiected y.

by means of collars 46, 41 xed thereon and engaging the outer faces oi' the eccentrics 3l, 38, respectively, the collar 46 having an integral arm 48 which is connected (for example, through engages-a circumferential groove-I1 in the hub of the governor cup member 3, one end of the pin 45 projecting beyond the adjacent fork limb v and passing: through a slot 50 in the eccentric 3a Y .Y

rhis end cf. thepin 4a extends through-an opening. in .the wall ofthe valve chest I4,

Tol

which latter andthe cylinder Il are` formed integ'ral with or carried by a housing 52 secured to the side of the casing 48.

The valve I3 is of generallysimllar forxnjtoi that shown in Figure lybut. instead of a rod or stem, it is formed with a central :enlargement 53 in which is a transverse slot 54"'engaged'directly by the end of the pin' 45. l l

The adjacent eccentric is provided, below the slot 50 therein. with a short ,radial arm"5 5 carrying a peg lilv whichflengages the piston I2 through a slot 51 in the Wall-of the cylinder II.

The piston I2 is of cup-like format eachen'd andhas a central 4soliciportio'n with' atransverse slot 88 in whichA the peg 58 engages'.

The cup-like ends ofthe piston I2 closely t the interior of the cylinder II and engage over aligned inwardly extending 'plugs 5 9 carried by the cylinder end plates 88. g

A pipe 8| leading from the'engine lubrication system or other source of pressure iluid is pro vided with a banjo unionA 82 which is secured to the casing 48 by a hollow bolt 83 of known form at the lower end of a duct 84. This duct 84 leads through the casing 48 and housing 52 to a passage 85 which extends alongside the valvechest I4 and communicates withthe latter by way of ports 88 at the ends thereof. l

The valve chest I4 is provided with a-liner sleeve 28 as in the preceding construction and the spaced ports (or rings of' ports) 29, 30 in this sleeve are connected by passages 81, 88 respectively, to the adjacent ends of the cylinder II.

It will be seen from Figure 2 that, when the various components of this'modied construction are in their normalpositions (which may be the positions they occupy when the engine is rune ning light at the desired speed), the axes of theeccentrics 31, 38, spindle 4,2', pin 48, peg 58 and the pivotal connection between thearm "48 and the rod I9 lie ina common planewhich is vertical in the example illustrated. j 'e Assuming that the load on the engine lis increased, the speed will tend to falland the movement of the governor cup member 3 to the right (Figures 2 and 4) will cause thefork 43'to be osciuated in an anti-clockwisedirectio'h.with the spindle 42.

This moves both the end of the arm 48 and also the pin 45 out of the: above-mentioned'vertical plane (hereinafter termed the datum planc), the movement of t'he arm `48 tothe left inuencing they rod- I9 in a'manner to increase the fuel supply to the engine, whilst the move#- ment of the pin 45 to the right causes the'head f 3| of the valve I3 to uncover the'sleeveport 29 so that oil can pass from" the `lefifhan'dend of the valve chest I4 through' the passage 61 to the adjacent end of the cylinder II.

This oil enters the annular space betwcen' the cylinder wall and the adjacent end plug 59, which latter has sufilcient clearance in'the cuplike end of thepiston I 2 to allow a restricted flow of oil into the interior space 89 ofthe cup.,

As a result of this,the piston :I`2'movesto the right, oil trapped in that end of the cylinder I I escaping slowly pastthe 'pilugu59'andthrough the passage 68 to the-sleeve ports 30. "These latter have beenfuncovered by the lmovement of thevvalvev I3 to the rightfso that: the-'oil'is free to enter the central can escape therefrom into-theinterior of vthe housing 52 by way of a`slot `IIlv in the sleeve 28 which registers with the not si hi the wano'f" the valve chest I4. A pipe 1I ispr'ovlded to return lsuch oil from the housing '52- to the enginesump.

'Ity Will be appreciatedthtthe cpilik ends Vportion of the sleeve and" of the piston I2 and the inwardly-extending plugs 59 co-operate to form dashpots, so that the piston movement is substantially dead-beat.

Owing to the connection of the piston I2 to the eccentric 33 through the arm 55, the piston movement in question influences the primary system (comprising the governor 2, fork limbs 44 and arm 48) by causing an angular movement ofthe eccentrics 31, 33 in an anti-clockwise direction about their common axis. The spindle 42 which carries the regulating arm 43 (and forms the fulcrum of the floating rocking lever constituted by this arm and the fork 43) is displaced to the left, the fork 43 momentarily swinging about the pin 45 as a fulcrum so that the end of the arm 48 moves still further to the left.

In this way, the fuel supply is increased to an extent greater than that brought about by the initial movement of the governor 2, so that the engine is promptly brought back to its exact original speed instead of taking up a slightly lower speed.

While the eccentrics 31, 38 are turning upon their common axis as above described, the increased speed of the engine is moving the cup member 3 (and hence the valve I3) to the left, until finally the valve is restored to its original normal position, the oil supply to the cylinder II being then terminated, so that the mechanism comes to rest with the axes of the spindle 42, pin 45, peg 56 and the pivotal connection to the rod I9 all disposed in a common plane which is inclined to the vertical datum plane through the axis of the eccentrics 31, 38.

The mode of operation of the device when the load on the engine is diminished will be obvious from the foregoing without further description.

'I'he action of the governing gear above described is extremely stable, as no attempt is made to obtain isochronism in the governor 2 itself,

such condition being produced by the overriding action of the speed correcting mechanism.

In the case of a marine engine, it is desirable to be able to regulate over a substantial range the speed to which the engine is governed, and this may be effected in known manner by varying the load which is imposed on the governor cup member 3 by the spring 9.

It is preferred, however, to make the adjustment by varying, for any given radius of the path traversed by the governor balls 6, the position of the valve I3'relatively to its normal position, and for this purpose, in either of the constructions above described, the ported sleeve 28 may be made slidable in the valve chest I4 so that it can be ladjusted axially of the latter by any suitable means.

In any case, whatever the duty of the engine or machine to which the governing gear is applied, it is desirable for the liner sleeve 2l to be movable over a small range longitudinally of -the valve chest I4 so as to provide an initial fine adjustment whereby errors in manufacture may be compensated fr. In the construction last described, this adjustment may be effected by means of a rotary head 92 mounted in the wall of the housing 52 and having an eccentric pin 93 which engages a groove 12 in the sleeve 28. The head 92 is turned until the engine runs at the desired speed when light, and may then be locked in its adjusted position by means of a clamping screw 13.

In order that communication may be maintained between the cylinder II and the sleeve ports 29, 30, throughout the full range of adjustment of the sleeve 28, the exterior of the latter is formed with spaced circumferential grooves 14 in the bases of which the various ports are formed, and the width of such grooves is such that, in any position of the sleeve 23. they register with the associated ports in the valve chest walls.

It will be observed that, in the two constructions of governing gear above described, the valve I3 o! the speed correcting mechanism receives the same axial displacement as the governor cup member 3.

The cup member 3, after any variationv in the load on the engine, continues to move until the valve I3 has regained its original normal position cutting oiI the supply of oil to the cylinder II, and it will be obvious that, if the distance through which the valve I3 moves is unequal to the extent of movement of the cup member 3, the valve will regain its normal position whilst the cup member 3 is still in a position other than that which is occupied at the designed speed.

Thus, if these two components are so connected that the axial displacement of the valve I3 exceeds that of the cup member 3 (for example, if the governor 2 in Figure l is arranged to act on the lever I8 at a point between the fulcrum 20 of the latter and its connection 23 to the valve rod I5, or if the pin 45 shown in Figures 2 to 4 has its projecting end cranked downwardly so as to provide an effective leverage greater than that afforded by the fork limbs 44), it follows that after any variation in the load on the engine the governing gear will effect an alteration in the fuel supply which is more than suillcient to compensate for the increase or decrease in the IOad.

That is t0 say, the governing gear may be designed so that the engine is accelerated when the load is increased and is brought to a lower speed when the load is reduced, the governor thus having a rising characteristic (as opposed to the horizontal characteristic obtained with the construction illustrated).

The provision of a rising characteristic as aforesaid is a desirable feature when the'governing-gear is applied to compression ignition or other engines used in connection with electric lighting units, as' the slight acceleration of the engine which follows an increase of load compensates for the increased voltage drop in the wiring at the higher load and maintains the lights at their original brilliance.

In the case of an engine the operation of the speed correction mechanism by means of oil from the pressure lubrication system, as above described, is particularly convenient, because it makes possible a simple form of safety control whereby the engine is stopped in the event of the oil pressure failing. For example, in the construction shown in Figure l, a spring 'l5 may be arranged to act on the piston I2 or on some other part of the mechanism in such a manner that relaxation of the oil pressure on the piston I2 will allow the spring 15 to move the regulating means or member to the "stop" position. With such an arrangement, the differential fluid pressure on the piston I2, when the governing gear is in operation, is preferably sufilcient to maintain the piston at a position substantially midway of the length of the cylinder II Although the governing gear forming the subject of this invention is primarily intended for use with internal combustion engines, it is equally applicable in connection with steam, hotr may be provided Zeal'.

air 4'and other-duidpressure engines, hydraulic machinery, and in fact any apparatus where accurate maintenance of Va predetermined rotational speedisdesirablefi; e When applying the present invention' to 'an engine or machine which does not infitself possess a source of pressure fluid capable oi'operating the speed correction mechanism yof'thegoverning gear, or where, whensuchsource exists, its utilization for the purpose in question is not practicable 'or convenient, thegoverning gear ith itsl'own pump Vand fluid In the modified construction illustrated nFigure 5, enclosed governing gear' (which may -be `Isimilar to that'shown in Figures -2 to 4) is indicated schematically atx-16,11 beng`=the'gov ernor and 18 the governor shaft. f The'lowerpart of the casing 19 forms a sump Ain which is' `disposed "-a' pump 80, preierablyof gear or vanev type-'the pump spindle 8 l being driven'from'the'shaft'18 through the skew gears 82, 83. Oi1 or otheriiuid is drawn' fror'r'r` the sump and delivered through-1a pipe 84v to the speed correcting mechanism :(for example, by way of a 'chamber having.' a spring-loaded relief valve), afterwards'returning'to the sump forrecirculation. 5

- It win be understood that 'with the consti-uctions of governing gear shown in Figuresy l to 4,'-

the power available for operating theregulating means or member of theengine does`not exceed the axial thrust exerted by the balls 6 on the governor cup'member 3. i f f In view of this, itmay be desirable to provide, in cases where'a'substantial eiort is'req'ui'red to operate the speed regulating gear, some means of supplementing the governor effort.

`Figure 5 illustrates, in' addition to the` selfcontained pump aforesaid, a convenient method of'obtaining increased power from the governing In this case; the speed regulating'rcd or member 85 is connected-to the arm 86 of the unit 16,'not directly, but through the medium of'servo mechanism (indicated -at 81), which may be of the `fluid-pressure type and operated by oil'or other fluid from the pump 80. Suitable'l delivery and return pipes for the pressure fluid are shown at 88 and 89' respectively. When the unit 16 is operated by-oil from a pressure lubrication system, the servo mechanism 81 may be supplied from the same source.

A convenient form of servo mechanism for use in this connection includes a valve 90 which reciprocates internally of a hollow piston rod 9i, The valve 90 may be acted upon directly by the arm 85 of the unit 16, and the piston rod 9|, which may constitute or be connected to the end of the speed-regulating member 85, reproduces exactly, and with any desired increase of power, the movements of the valve 80.

In al1 the above constructions, the regulating means or member associated with the engine may be provided with a manual control for use when starting, such control being adapted to override the governing gear.

What I claim then is:

axis', a spindl'eforming the fulcrum of said-rockin spaced parallel relationship with* said axis, and

' correcting means "for modifying thespeedfgm- "ernorregulation of said engineor machine for the `purpose described-,said correcting means comprising v'a motor for'rotating said discs, and

control meansfor said=motor operated Pby move- 2. Governor mechanism l'for `the speer-l" regulating means of anengine o r machine-comprising a speed governor .adapted-tofbefdriven by-*said ment of theilrst-mentioned arxrirf'saidrocking engineor machine, arocking lever' having one axis, a -web integrally Y'connecting saidddiscs; a spindle forming the fulcrum ofl'saidfrocking -lever and supported at' its'endsrbysaid discs'in spaced parallelrelations'hip with said' axisjand correcting means for modifying 'tli' e"fspeed' governor regulation'of said engine-jor machine `for the purposev described, said? correcting-means comprising a motor -forlrot'atingsaid' discs ,and

control means for said motor operated -by movement of the first-mentionedv arml'ofsaidrocltlng lever; c 3. Governor mechanism fo'rthef'speed-regula'tlngmeans of yan "engine or machine veo'n'ip'risng a speed governor 'adapted to'bel driven' -by' said engine or machine, a rocking lever havingf one arm formed" as av ferie-and provided with two crankpins one of whichcon'nec'ts thelimb's of "said fork,'the other arm ofv said rockinglever being "adapted to act-upon-lthe 'speed-- regulating means, "a pair o'f discs'spaced longitudinally of andi rol. Governor mechanism for the speed regutatable about. a commonxed axis, ai-sp'indle forming Ithe xulcrumef s'a'icl rocking lever-'and supported at its'ends by said' 'discs inspaced parallel relationship with 'saidv axis.. and correct-l ing means for-modifyingthe speed --governor reguv lation of said engine or machine Afor the purposedescribed, said correcting -means 1 comprising va motor 'for rotating saiddiscs and controlmeansv for said motor vacted upon" by the second' crank pin-on the forked arm'of said rocking lever." f-

4. Governor vmechanism for-the speed realllating' means of an engine or machine comprising a speed governor adapted to be driven by said engine or machine, a rocking lever having two crankpins on one arm thereof, one of said crankpins being acted upon by said speed govemor, the other arm of said rocking lever being adapted to act upon the Speed regulating means, a pair of discs spaced longitudinally of and rotatable about a common fixed axis, a spindle forming the fulcrum of said rocking lever and supported at its ends by said discs in spaced parallel relationship with said axis, the second of said crankpins extending through an opening in the adjacent disc, and correcting means for modifying the speed governor regulation of said engine or machine for the purpose described, said correcting means comprising a motor for rotating said discs and control means for said motor acted upon by the second crankpin on the forked arm of said rocking lever.

5. Governor mechanism for the speed regulating means of an engine or machine comprising a speed governor adapted to be driven by said engine or machine, a rocking lever having one arm acted upon by said speed governor and the other arm adapted to act upon the speed regulating means, and correcting means ior modifying the speed governor regulation of said engine or machine for the purpose described, said correcting means comprising a motor for moving the fulrum of said rocking lever, a pilot valve for controlling the supply of actuating iluid to said motor, a valve chest in which said'pilot valve works, a liner sleeve in said valve chest, a rotary head mounted in the wall of said valve chest, and an eccentric pin on said rotary head engaging a groove in said liner sleeve, whereby angular movement of said rotary head adjusts said liner sleeve longitudinally of said valve chest.

6. Governor mechanism for the speed regulating means of an engine or machine comprising a speed governor adapted to be driven by said engine or machine, a rocking lever having one arm acted upon by said speed governor and the other arm adapted to act upon the speed regulating means, and correcting means for modifying vthe speed governor regulation of said engine or machine for the purpose described, said correcting means including a cylinder, a iluidactuated piston in said cylinder for moving the fulcrum of said rocking lever, cup-like portions at the ends of said piston, xed plugs engaging telesoopically with said cup-like portions and cooperatingtherewith to produce a dash-pot eilect tem, to move said rocking lever in a manner to stop said engine.

8. Governor mechanism for the speed regulating means o! an engine or machine comprising a speed governor adapted to be driven by said engine or machine, a rocking lever having one arm acted upon by said speed governor and the other arm adapted to act upon said speed regu--l lating means, a disc rotatable about a ilxed axis and having said rocking lever Iulcrummed eccentrically thereon, and correcting means for modifying the speed governor regulation of said engine or machine for the purpose described, said correcting means including a cylinder, a uid actuated piston in said cylinder for rotating said disc so as to move the iulcrum of said rocking lever, cup-like portions at the ends of said piston, ilxed plugs engaging telescopically with said cuplike portions and co-operating therewith to produce a `dashpot eil'ect on the movement of said piston in either direction, and valve means operon movement of said piston in either direction,

and valve means operated by movement of the mst-mentioned arm of said rocking lever for controlling the supplyof actuating iiuid to said cylinder.

'1. Governor mechanism for the speed regulating means ot an engine or machine having a pressure lubrication system comprising a speed governor, a rocking lever having one arm acted upon by said speed governor and the other arm adapted to act upon the speed regulating means, and correcting means for modifying the speed governor regulation of said engine or machine for the purpose described, said correcting means including a cylinder, a piston in said cylinder for moving the fulcrum of said rocking lever, said piston being actuated by oil from said pressure lubrication system, valve means operated by movement of the first-mentioned arm ci said rocking lever for controlling the supply of actuating !luid to said cylinder, and a spring adapted, in the event oi' a failure in said lubrication sysated by movement of the mst-mentioned arm of thesaid rocking lever for controlling the supply of. actuating iiuid of said cylinder.

9. Governor mechanism for the speed regulating means of an engine or machine comprising a speed governor adapted to be driven by said engineor machine, a rocking lever having one arm acted upon by said speed governor and the other arm adapted to act upon said speed regulating i 'means, a disc rotatable about a xed axis and having said rocking lever iulcrummed eccentrically thereon, an actuating ann on said disc at the side of said axis remote from the iulcrum of said rocking lever, and correcting means for modifying the speed governor regulation of said engine or machine for the purpose described, said correcting means comprising a motor adapted to act on said actuating arm in a manner to rotate said disc, control means for said motor operated by movement of the ilrst mentioned arm of said rocking lever, a pilot valve for controlling the supply of actuating fluid to said motor, a valve chest in which said pilot valve works, a liner sleeve in said valve chest. and means mounted in the wall of said valve chest for adjusting the 

